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GO Transit operates its Richmond Hill GO Train station between downtown Toronto and Richmond Hill GO station at Major Mackenzie Road with intermediate stops at Oriole (near Highway 401), Old Cummer (north of Finch Avenue) and Langstaff (near Highway 407). In 2014, the Richmond GO line boasted an average weekday ridership of 10,000, up from 7,950 in 2008. Unlike the Georgetown and Lakeshore lines that had started up before it, the Richmond Hill GO train was the first all-new GO train service. We can only speculate on why ridership on the Richmond Hill GO line was so slow to grow compared with other corridors like Stouffville or Barrie, which were slow to grow. At the turn of the millennium, when the Sheppard subway was under construction, proposals were made to move Oriole GO station north 500 metres from its place beneath Highway 401 to a spot closer to Leslie station. In 2009, the provincial government's Metrolinx agency brought forward a number of proposals to improve public transit throughout the Greater Toronto Area. Once Gormley opens to the public, work would begin on Bloomington station, located on the south side of Bloomington Road, just west of Highway 404. While not officially a part of the GO network, Casino Rama Express trains stopped at all stops on the Richmond Hill GO line before continuing on to Washago (where the Bala Sub met the Newmarket sub). The line on which the Richmond Hill GO train operates -- Canadian National's Bala sub -- is arguably the most scenic of the GO Train system.
After the Prince Edward Viaduct, the Don Valley widens, and the surrounding scenery changes from industrial trackside scrub to urban wilderness.
The train follows the meandering Don River past Eglinton, and then starts angling north-northwest, slowly emerging from the valley as it approaches York Mills Road.
Finally, the train dives beneath Highway 401 and comes to a stop at Oriole station, which the GO Train used to share with Ontario Northland's Northlander, but no longer. After leaving Oriole, the Bala Sub crosses and skirts the Don Valley again, although not as spectacularly as before. From Old Cummer, the GO train heads north, passing over Steeles Avenue before meeting CN's York sub at Doncaster.
The Bala sub crosses the York sub on a diamond, as did the subdivisions housing GO's Barrie and Stouffville trains. After crossing Bayview Avenue and the Holy Cross Cemetery, the train pulls into Langstaff station, which currently sits beneath the overpasses of Highway 7 and Highway 407, located just east of Yonge Street. On the west side of the tracks, north of Highway 7, York Region Transit built Richmond Hill Centre, a bus terminal connecting local buses with regional services like VIVA. Finally, after leaving Langstaff, the line curves north-northeast, passing through newly established residential neighbourhoods and commercial developments like the South Hill Shopping Centre. In spite of proposals to expand Richmond Hill GO Train service, ridership has been slow to grow.
It is likely that once the extension to Bloomington opens, Richmond Hill will see an increase of traffic.
GO GP40-2L locomotive #709 is seen here passing through the Don Valley during the early days of Richmond Hill GO Train service in May 1978. The first leg of the run to Richmond Hill gives little hint of the beautiful scenery to come. The first northbound Richmond Hill GO train of the day reaches its terminal and lets off its passengers on the afternoon of July 10, 2013.
Coming out of the Don Valley, the Richmond Hill line ducks under the 401, past the Sheppard subway (where no easy connection exists between Leslie station and Oriole) and into suburban North York to stop at Old Cummer station near Finch Avenue.
When GO Transit leased three cars from Vancouver's West Coast express, it along with another leased trainset saw a lot of use on the Richmond Hill line. A southbound GO Train pulls into Langstaff GO station on June 14, 2011, meeting heavy morning rush hour crowds.
GO Train cab car 208 leads the CN-operated Casino Rama Express into Rama station on August 10, 1996.
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The Krinos Taste of the Danforth is Canada’s largest street Festival, welcoming 1.6 million attendees annually.
In 2014, we had fun with two Guinness World Record challenges: one for the Largest Tug-of-War Tournament, and the other for the Most People to Perform a Standing Long Jump in 8 Hours. Participants can enter our contest for a chance to win a trip to Athens, Greece courtesy of Transat Holidays. We’re attempting to set the World Record for the Most People to Eat an Olive in 8 Hours! We’re attempting to set the World Record for the most number of people to score a penalty kick in a span of 8 hours! Featuring activations and challenges from Toronto’s professional sports teams, including the Maple Leafs, the Raptors, the Argos and the Toronto FC.
The Fantastic Four experience will give you the opportunity to pose with “The Thing” as he visits the Festival and even experience what it’s like to be The “Thing” with the assistance of a professional makeup artist.
Experience “Hitman: Agent 47” live on the Celebrity Stage in an adrenaline filled stunt show presented by X Limit Entertainment! In the original Maze Runner film, the team had to navigate a maze in order to escape and survive. In the film The Martian, Mark Watney (Matt Damon) is desperately trying to get a message from Mars back to Earth.
In the short term, there are plans to link the terminal with GO Transit’s Langstaff commuter rail station, to the immediate southeast on the Richmond Hill line, via a pedestrian bridge over the rail corridor.
To place perspective in the grand scheme of things, however, the terminal is only part of an initial phase of a much larger and long term initiative: to transform the Yonge St.
Considering population growth in York region, and an ever increasing awareness of public transit’s beneficial role, the Richmond Hill terminal is currently a humble yet important inclusion into the equation of what makes a city region work.
Like all roads leading to Rome, any and all of these would lead to the Richmond Hill terminal. In 1982, GO Transit had expanded its network to include the Bradford and Stouffville lines, and service was increasing on the Lakeshore line. The locomotives were originally designated GP40-M2s when they were built for Rock Island in 1967. Locomotives 720-726 operated on GO Transit for twelve years before being retired from service in 1994.
GO Transit operates its Stouffville GO train service between Union Station in downtown Toronto and Lincolnville near the York-Durham Line near Bethesda Road in the town of Whitchurch Stouffville in northeastern York Region. As of the time of this writing (June 2013), six trains depart Lincolnville southbound for Union Station every morning, and six northbound trains depart Union for Lincolnville in the afternoon. Intermediate stations en route include Kennedy (located next to Kennedy subway station at Eglinton Avenue), Agincourt (at Sheppard Avenue), Milliken (at Steeles), Unionville, Centennial, Markham, Mount Joy and Stouffville.
The railroad was absorbed by the Midland Railway in July 1881, which set about laying down a third rail to convert the line to standard gauge.
Passenger trains were pulled back from Coboconk to Uxbridge in the 1950s (the tracks would follow three decades later).
In 1971, the provincial government reorganized York County into York Region in order to manage this additional growth. The demand for commuter service between Markham and Toronto Union station was obvious, but Canadian National was not interested in upgrading its paltry service to match. Like other railroads at the time, Canadian National was interested in getting out of the passenger rail service altogether.
Initially, service on the GO Stouffville line mirrored the VIA run: one six-car train left Stouffville for Union in the morning, returning from Union to Stouffville late in the afternoon. While ridership was slow to grow on the Stouffville line, it did grow, and the line got more attention from GO Transit.
Finally, on June 2 2005, GO opened Kennedy station, beside Kennedy subway station at Eglinton Avenue. Work began on a new yard located three kilometres northeast of Stouffville near the village of Lincolnville. GO Transit also took some steps to ensure that they could increase capacity on the line and eliminate bottlenecks. All of these changes might not have been possible if GO hadn’t made a strong commitment to the line back in 2001. GO had previously bought a portion of the Uxbridge sub before: in 1993, it moved to purchase the portion of the line from Stouffville to Uxbridge, preventing Canadian National from abandoning the line and ripping out the tracks. The purchase of the whole Uxbridge Sub allowed GO to consider the possibility of operating off-peak service on the line, possibly by using used light-rail vehicles purchased from Ottawa’s O-Train, running shuttle service north from Scarborough GO station. From Union Station to Scarborough Station, the Stouffville line follows the Kingston sub, sharing tracks with the Lakeshore East GO trains. North of Kennedy, all the way to Ellesmere Avenue, the Scarborough RT parallels the Uxbridge sub, immediately to the west. North of Sheppard the Stouffville train passes through another area of residential housing before entering another area of industry north of Finch.
Unionville is located in the middle of a wide-open industrial area, so the scenery is rather sparse. Curving north, the line proceeds through newer subdivisions before reaching Mount Joy, near the northern edge of Markham’s urban development. Heading north, the train crosses Major Mackenzie and enters the town of Whitchurch-Stouffville. The tracks continue northeast, through wilder scenery, as the line curves through woods and along river valleys. Over time, service on the Stouffville line transformed from a sleepy rural passenger train to a burgeoning commuter run.
GO’s commitment to maintaining and expanding service to Stouffville (and perhaps in future, Uxbridge) is clear given the resources GO has poured into improvements.
It is no surprise to see the Stouffville line’s ridership rise in response to this ongoing investment.
GO Transit's locomotive #563 pushes its Stouffville line train through Danforth GO Station, westbound to downtown Toronto from Lincolnville. GO MP40PH-3C locomotive #644 leads an early afternoon Unionville-bound train north across Danforth Road, near the Midland Avenue intersection on June 13, 2013.
Three of the four public transit options at Kennedy station are captured in this one shot (bus, Scarborough RT and GO Train). A view of the platform of Milliken GO station, looking north towards the accessibility platform and the station building on September 17, 2014. The original Unionville station, located further north in the heart of Unionville, closed to GO Trains on May 3, 1991. Stouffville station boasts an attractive station building on the historic site of the old station, in the heart of old Stouffville.
Farther northeast, historic Uxbridge station boasts an architecturally distinctive "witch's hat" roof. 1948 - North Yonge Railways "temporarily" switches to bus operation due to power shortages.
At the beginning of the 21st century, plagued by gridlocked arterial roads that are plugged with congestion much of the day, York Region set out an ambitious plan to increase transit usage and reduce commuter dependence on the car. VIVA was a three-pronged approach to improve the profile of public transportation in the York Region, focusing on the network, the vehicle, and the marketing. To launch service with a high quality transit vehicle, York Region Transit bypassed North American builders and headed for Europe. Planning for the VIVA service began in earnest in June 2002, when the Region of York entered into a Private-Public Partnership (P3) agreement with a group companies known as the York Consortium 2002.
The Transportation Master Plan (TMP) laid out the framework of road improvements and new highways and bypasses, with rapid transit in the form of VIVA providing the backbone to a fully integrated regional transit system. A five-year action plan was created to quickly address some of the most pressing needs, and to alleviate pressure on the most congested routes. It was clear that the initial aims were to address the needs of commuters who were heading south to the City of Toronto, providing them with an alternative to driving through quicker, convenient connections to the Toronto subway system. Armed with $50 million from the Government of Canada thought the Canada Strategic Infrastructure Fund (CSIF), a further $50 million from the Province of Ontario via a program to fund transit expansion, and $80 from York Region, the consortium has started working towards building a fully integrated, regional rapid transit network. The two routes met at a new transfer facility at Highway 7 and Yonge Street called Richmond Hill Centre. In November 2005, VIVA Blue was extended north to Newmarket (an additional fare was required to travel beyond Bernard Terminal).
Finally, on January 1, 2006, VIVA Pink launched, operating during rush hours only from Finch Station, following VIVA Blue via Yonge to the Richmond Hill Centre terminal, and then following VIVA Purple via Highway 7, Warden and Enterprise to terminate at Unionville GO station. All services operated at intervals of fifteen minutes or better at all times of the day (save for VIVA Pink which operated only during rush hours). From the start, VIVA’s network operated short sections into Toronto, linking to the outlying subway stations at Downsview, Finch and Don Mills.
Although VIVA launched with buses operating in mixed traffic, it still launched with some features that were groundbreaking for transit systems in the Greater Toronto Area.
In November 2008, Metrolinx approved a $7 billion, five-year capital plan that included $1 billion for the construction of several of VIVA’s rapidways. VIVA’s Rapidway plan was made in conjunction with the planned extension of the Spadina subway to Vaughan Centre. In December 2010, work began to relocate utilities and add extra lanes along Highway 7 for a new rapidway to be built in the middle of the street. While VIVA service was popular with riders on Yonge Street and on Highway 7 through Markham, parts of the network did not receive the ridership expected, and service had to be cut back. In May 2011, VIVA Orange service between York University and Downsview subway station was rerouted off its old route of Keele, St.
In 2010, work began on a three kilometre rapidway along Davis Drive in Newmarket from Yonge Street to Huron Heights Drive.
In 2011, work also launched on the Highway 7 West rapidway, with the first segment from Vaughan Centre to Highway 407 likely to open in 2016. The 2015 annual service plan for York Region Transit and VIVA provided an opportunity to assess the state of the VIVA network and contemplate changes ahead of continuing rapidway construction and subway expansion. Plans also called for the extension of VIVA Purple east to Cornell, where a terminal was planned as far back as 2006, but scrubbed due to complaints from local residents. Additional rapidway construction is planned for Yonge Street from Richmond Hill Centre to 19th Street north of Richmond Hill, with construction taking place between 2014 and 2017.
Eventually, with the exception of Yonge Street south of Richmond Hill Centre, which York Region still hopes will see an extension of the Yonge subway someday, the rest of the VIVA network is planned to receive rapid ways. 5102, 5109, 5112, 5114, 5117, 5119, 5121, 5136, 5139, 5143, 5150, 5159 - Made by Van Hool (2005), 40’ fixed buses, refurbished and transferred to YRT. Since its inauguration in 2005, VIVA has grown from a network of express buses to the beginnings of a bus rapid transit system.
In 2005, the centrepiece of VIVA was the sleek, modern design of both its shelters and its buses.
The buses are completely wheelchair accessible, with seats that flip up to allow wheelchairs to dock. Standing space is available throughout, including the articulation joint, wherein lean-to support is offered. Profile shot of the top of the front of the bus, again showing off the system's sleek designs. YRT VIVA Van Hool bus #5108 takes a break from operating on the VIVA Orange route at Downsview station on September 17, 2010. VIVA Van Hool 40' bus #5103 pulls up to Warden station on the Enterprise rapidway in service on VIVA Pink on the afternoon of June 14, 2011. Original Van Hool VIVA 40' bus #5105 departs Warden station on the Enterprise Rapidway, heading east towards Markham in service on VIVA Purple on June 14, 2011. VIVA original Van Hool 40' bus #5145 pulls up to the Unionville station bus shelter in service on VIVA Pink on the afternoon of June 13, 2013. VIVA Van Hool bus #5211 pulls up to Town Centre Boulevard station on the Highway 7 Rapidway, in service on VIVA Purple on the afternoon of April 2, 2015. A shot of the back of VIVA Van Hool bus #5211 on the eastbound platform of Town Centre Boulevard station, in VIVA Purple service on April 2, 2015.
VIVA Van Hool bus #5134 pulls up to the eastbound platform of Town Centre station in VIVA Pink service on the afternoon of April 2, 2015. VIVA Nova articulated low floor bus #1382 pulls up to the westbound platform of Town Centre station, in service on VIVA Purple on the afternoon of April 2, 2015. A map released in York Region Transit's 2014 Service Plan offers up a possible revised VIVA network for 2017, including a revised VIVA Green and a VIVA Silver line. The Midtown GO Train line is a possible name for a decades-old proposal for GO Transit to route commuter trains off of the tracks into Union Station and along the Canadian Pacific tracks running through the middle of Toronto, north of Dupont Street. The centrepiece of the Midtown GO Train line would be the historic North Toronto station building on Yonge Street, two blocks south of Summerhill station. For years after the Second World War, North Toronto station was allowed to languish and deteriorate. As GO Transit grew through the 1980s, patronage and service to Union Station started to increase to the point beyond what GO's then-current facilities at the station could handle. The improvements to Union Station, coupled by the sharp recession in the early 1990s reduced GO's enthusiasm for its Midtown plan. As the new millennium wore on, however, GO Transit's ridership increased, as did the crowds of trains and passengers using Union station.
A number of improvements would be required to bring GO Trains onto the Canadian Pacific mainline through midtown Toronto. Passengers who whose work is located some distance away from Union Station can take the TTC's northbound University or northbound Yonge subway trains to their destination. In addition, one proposal for dealing the capacity crunch expected at Union Station is to build a satellite commuter station where the Bathurst North Yard now stands, south of Front Street, between Bathurst and Spadina. Although some rush hour Midtown GO Trains start service in Milton, most service on the Midtown line starts at Erindale station in western Mississauga. Just past Lambton is West Toronto, where Midtown GO Trains would pass over what had once been one of the great operational headaches to freight and commuter rail service in Toronto: the West Toronto diamond. Leaving Casa Loma station, the Midtown Train heads east two kilometres before stopping again at the line's centrepiece, the platform of the redeveloped North Toronto station. To the south of the yard, just east of the end of the North Toronto Sub, sits the former, and future, Leaside Station. Leaving Leaside, the Midtown GO Train crosses over a trio of bridges over the Don Valley, two of which have elements that date back to the building of the Canadian Pacific line.
The line quickly crosses beneath Victoria Park, and runs in a cut all of the way to Warden Avenue.
As of the time of this writing, the Midtown line is not a high priority for Metrolinx, but it is in the books.
An eastbound Milton GO Train makes a rare stop on the north side of the Kipling GO station platform on the morning of May 2, 2013. Photographer James Bow chases a westbound Milton train on board a Bloor-Danforth subway, on its way to Kipling station during the afternoon of April 23, 2013. Here's a shot of the Canadian Pacific main line looking west from Spadina Road, near the site of a possible Casa Loma station. An old station building located near the CPR tracks at Spadina Road, shot by Daniel Garcia circa 2000.
A dark shot of North Toronto station as seen from the south, circa 2000, four years before restoration and redevelopment. Daniel Garcia snapped this shot of a station sign at Leaside, formerly a major passenger stop for CP trains.
I guess this is what happens when cities try to do things without the pressure and deadlines of a big event (like the Olympics, Expo, etc). You are forgetting about the 10 km extention of the Sheppard Subway east to STC, and west to Downsview. So that is 50 km of Subway that is being added to Toronto and if you work on the fact that Bejing has 19 million people and Toronto has 7 million, we are not doing to bad, if you throw in the new Airport Rail Link, and the electricfication of the GO Lines in the Toronto Area, which will enable more frequent (subway) like service in the future. So if we're looking at the final plans, Beijing plans to add 515.5 kilometres of track between 2000 and 2015, ie in 15 years. Ah yes, lets discard all our labour laws and pay workers a paltry wage for being overworked in less safe working conditions!
Not only that but car ownership in Toronto is likely 3 times higher in Toronto than in Bejing, which in theory would equalize us in the fact we are only building a third of the Rapid Transit that they're building there. In addition to the cheap labour, the Chinese government is the sole landowner in that country and brings in billions (if not trillions) in rent, and can do whatever it wants with the land. It's not about what you don't have—it's the little you've got, and how far you can run with it.
Since 2005 China has had a freehold system of property ownership (for the cities at least). I wouldn't want to discard the rights of workers as human beings, but I certainly would want to put a contract out to tender rather than have everything done in-house by overpaid union members. Don't forget our new subways will have 10% to 15% additional capacity as they will be larger, and new technology will also reduce headway on our subway lines, thereby increasing capacity further. With the Electrification of the GO Lines, there will be increased frequency which will be squeezed out of the existing network, excluding expansion plans for Bolton and the Airport. Also I'll take this post as an opportunity to commend Winnipeg Transit for their awesome new site. And on top of that you can text message stop # or intersection, and get info that way, for specific routes and times (eg.
Yes catch the bus to York Mills or Yorkdale from Brampton City Centre, and from there you can catch the subway which will take you downtown.


As of the time of this writing (July 2013), GO offers five trains departing inbound from Richmond Hill weekday mornings and six trains returning in the afternoon. That morning, three trains ran south from Richmond Hill station, stopping at Langstaff, Old Cummer and Oriole before ending their runs at Toronto Union Station. It did not replace or duplicate a Canadian National, Canadian Pacific or VIA Rail commuter train.
Initially, four trains provided service, departing inbound in the morning, and outbound in the afternoon. It has been noted that Richmond Hill has been served in other ways, including rapid bus service in the form of VIVA, and GO bus connections along Highway 407. The proposal was never acted upon, and the connection between the two stations is now via a long walkway. In one proposal, it suggested extending the Richmond Hill GO train north from Richmond Hill, following the Bala subdivision to Bloomington, in the town of Whitchurch-Stouffville. On August 1, 1996, soon after Casino Rama opened on the shores of northern Lake Simcoe, the Casino leased the operation of two GO Trains (operated using CN crews) which used the Bala sub to transport passengers between Union and a temporary station close to the Casino site. Then the trains would reverse direction and back down the Newmarket sub about two kilometres to the Rama station site. Boarding the train at Union, passengers are taken along the CN Kingston sub for about 1500 metres to Cherry Street.
Dirt pathways sometimes parallel or cross the tracks as the train runs alongside the Don River, and the dense foliage can make one forget that one is in the city. More and more buildings can be seen in the distance -- primarily commercial and industrial, but occasionally the odd residence.
Oriole station boasts a parking lot for 286 cars, located largely between the columns bearing Highway 401 over the station site. The York sub was built in the late 1960s as a rail bypass around the lines heading into Toronto. As the York sub is one of CN's busiest lines, the crossing was the source of some delay for these operations. When the terminal opened on September 4, 2005, no connection was offered between this centre and Langstaff GO station, even though the two were in sight of each other. After passing the University of Toronto's Dunlap Observatory and crossing Major Mackenzie Drive, the train pulls into its final stop at Richmond Hill.
It has been suggested that a frequent Richmond Hill GO Train may provide relief for the Yonge subway, but the province's focus has been on expanding the Yonge subway north to Langstaff station, where it may bleed more riders away from the Richmond Hill line.
The line follows the Kingston Sub and the Lakeshore GO line until the Cherry Street curve, where it turns left sharply to enter the Bala Sub. Trains which deadhead back from Richmond Hill pause here while service trains continue north.
In the distance, a bridge over the tracks provides a connection with VIVA's Richmond Hill Centre terminal. Although temporary, the platform was built to GO standards, including a ramp for accessible cars.
This section of the web site features articles relating to transit operations taking place throughout the Greater Toronto Area, from GO Transit to the Hamilton Street Railway and everything in between.
As we enter our 22nd year, the Festival is set to be bigger and better than ever before with dozens of free activities for visitors of all ages – and of course Food, Food and more Food!
This year, we’re attempting two more records with the Most People to Eat an Olive in 8 Hours (you only need to eat one olive) and the Most People to Make a Penalty Kick in 8 Hours.
We’ve got exciting things in store this year – don’t be surprised if you bump into one of your favourite Toronto sports heroes at the Festival!
You can also take a photo with our photographer and have your image transposed into a scene from the film! If you were stuck on Mars and could get only one message home to your loved ones, what would it be?
Eight bus bays accommodate these routes, with overhead LED displays indicating time of arrival for the Viva routes. Just on the west side of the Terminal are three high-backed and arm-rested benches (also 5’ wide, and metal), two each of the waste and recycle bins, and a small structure for locking bicycles. From an esthetic point of view, this beige coloured stone structure, with its conservative yet distinct form, implies a sense of permanence without being overly pretentious.
The midwestern American railroad Rock Island, after years of financial ill health, had declared bankruptcy in 1975. These engines, with the exception of being older and not having a safety cab, were almost exactly the same as GO’s GP40-2Ls, including not having an HEP generator. As they were effectively modified freight locomotives, it was not unusual to see the equipment leased to Canadian Pacific and pulling freight trains on weekends. Until the line is extended to the village of Uxbridge, it will likely remain known as the Stouffville GO Train. In addition to this, a single southbound train departs Unionville in the Town of Markham late in the morning, and two northbound trains return to Unionville early in the afternoon. Connecting buses take passengers from Lincolnville on to the villages of Goodwood and Uxbridge, and a number of other train-buses provide two-way service between Uxbridge and Union throughout the day and during the weekends. Construction began on a line between southern Scarborough and the village of Coboconk and the line opened to traffic in Uxbridge in July 1871. Initially, two trains per day operated each way between Midland Junction (Lorneville) and Toronto, with one train extended northeast to Coboconk. Since the Second World War, urban sprawl around Toronto was reaching up into the township of Scarborough. Most of the Township of Markham (including the police villages of Unionville and Thornhill) as well as the Village of Markham were merged into the new Town of Markham. Instead, Canadian National applied to the Canadian Transport Commission to abandon passenger service outright between Toronto and Markham. In the late 1970s, the crown corporation VIA Rail combined the passenger services of Canadian National and Canadian Pacific under a single banner, and it took charge of operating the Stouffville commuter service.
GO Transit had been successfully running trains along the Lakeshore, Georgetown and Richmond Hill corridors for years. While this made things less convenient for a Stouffville passenger bound for Scarborough or Danforth, it was necessary because Lakeshore GO passengers were crowding Stouffville passengers off their own train. The first was Mount Joy, located on the south side of Bur Oak Avenue, halfway between 16th Avenue and Major Mackenzie Drive north of Markham.
The opening had been delayed by conflicts between GO and the TTC about connections between the two stations, but once opened, Stouffville GO Train passengers had access to the subway for destinations that would have required doubling-back from Union in the past.
On September 6, 2005, GO relocated Milliken station from the north side of Steeles Avenue to the south side, allowing them to build a 680 vehicle parking lot and a ticket booth as well as making it accessible to wheelchairs. The diamond with the heavily used York Sub was eliminated when the line was routed into an underpass beneath the freight tracks, eliminating potential conflicts with freight trains and speeding up service. On that year, GO made a deal with Canadian National to purchase the bulk of the Newmarket subdivision north of the York Subdivision, as well as the entire Uxbridge sub from Scarborough Junction all the way to Stouffville.
Not only did this enable the extension to Lincolnville, but it protected a future extension to Uxbridge. Like the Stouffville line, Ottawa’s O-train operates on freight railway tracks, with an agreement with the freight railway to only operate freight trains after passenger service ends. As the line crosses Lawrence Avenue, the scenery around the line changes from residential to industrial.
Connections exist only with the 85 SHEPPARD EAST bus now, but work currently eliminating the level crossing with Sheppard is leaving room for a future LRT along Sheppard Avenue. Passengers can access a station building and 1,506 parking spaces, along with a kiss and ride drop-off. It passes the centre of the village of Goodwood, which last saw passenger train service to Toronto in the 1950s. And as the populations of Markham and Whitchurch-Stouffville grow and the cities become denser and more urban, and you can expect to see further improvements, including off-peak two-way service, in the years to come. This photo is by Secondarywaltz and is used in conformance with its Creative Commons license. This shot is of the station platform, looking south towards the station building and Sheppard Avenue. An afternoon Stouffville train disembarks passengers at Unionville station on June 14, 2011. This photo is by John Vitterli and is used in accordance with his Creative Commons license.
This photo is by Secondarywaltz and is used in accordance with its Creative Commons license.
The station building is a cultural heritage site in Canada, number 6762 in the Canadian Register of Historic Places. It is served by the York-Durham Heritage Railway, but may be the terminus for the GO Train someday.
The solution, planners said, was in improving transit, not only making it a viable alternative to driving, but making it a desired mode of transportation. VIVA offered a comprehensive network of express buses criss-crossing York Region, which would eventually operate on their own private right-of-way and be backed by a computerized monitoring system that provided real-time information to passengers about where their buses were and when they’d arrive at their stop. It was these seven companies who would design, build and operate a state of the art bus rapid transit system in York Region, and develop a long-term plan to bring a full-scale rapid transit network to York beginning in 2005. The plan focused on creating a rapid transit network made up of buses, light-rail and GO Trains, with supporting transit gateways, and interconnected feeder routes. This facility offered waiting rooms and connections with other YRT bus routes and GO Transit services as well as space for parking. In the east, VIVA Green connected Unionville residents to Don Mills station on the Sheppard subway line via Don Mills, Finch (stopping at Seneca College), Gordon Baker Road, Passmore, Pharmacy, Denison, Warden, Enterprise, Kennedy and Highway 7 to McCowan Road. The service would replace the local GO bus service on Yonge Street that had grown from the old 59 NORTH YONGE TTC route and, before that, the North Yonge Railways.
The combined services along certain routes allowed rush hour headways to drop as low as every four minutes. Additional stops are provided at Keele-Finch (which was later replaced by Dufferin-Finch and Murray Ross) on VIVA Orange and Seneca College and McNicoll on VIVA Green. VIVA buses were among the first to use GPS tracking and scheduling to inform riders in real time when their bus would arrive at their stop. Both standard 40-foot length buses and articulated 60-foot length buses were purchased from Van Hool.
In September 2007, VIVA Green service was cut back to rush hours only due to low ridership. In September 2007, the VIVA Purple rush hour extension to Martin Grove was cut back to York University. Regis and Sheppard to a new bus-only roadway built by the City of Toronto for TTC buses between York University and Dufferin along the Hydro right-of-way corridor north of Finch street. In January 2008, VIVA Purple was extended east to Markham-Stouffville hospital, ahead of the stil-planned extension to Cornell. Construction included archeological assessment, relocation of utilities, preparing twenty-one buildings for removal, and rebuilding the Keith Bridge. This was initially to be done in conjunction with the opening of the Spadina subway from York University to Vaughan Centre, but delays to that project have pushed the opening date back to late 2017.
York Region planners proposed a number of changes to the network that would take effect between 2015 and 2020.
Following that, work to connect the Highway 7 East and Highway 7 West rapidways and extend the Highway 7 West rapidway to Islington Avenue will proceed from 2015 to 2018. However, as of the time of this writing (August 2015), no firm dates have been set for construction.
These were produced by Nova Bus from its factory in Quebec rather than the European bus maker, Van Hool. The opening of the first rapidway along Highway 7 provides York Region with a visible public transit service that competes well against the private automobile.
So, rather than go with the established North American bus builders, models from the Belgium bus builder VanHool was selected instead. Additional extensions were planned to Cornell, followed eventually by dedicated lanes and possible LRT conversion.
Such a route could connect with the Toronto subway at Kipling, Dupont and Summerhill stations before heading to the northeastern reaches of Scarborough.
Canadian Pacific joined with Canadian National to build Toronto's Union Station and, once the station opened in 1927, more and more CP trains were routed there.
Brewers' Retail and the Liquor Control Board of Ontario made retail outlets out of the building, and boarded up much of the station's elegant interior. In 2004, the City of Toronto and Marathon Realty (the real-estate arm of Canadian Pacific) entered into an agreement to redevelop the site and restore the building.
In the days before tight budgets and government cutbacks, GO was able to receive funding to redesign the lower mezzanine of Union Station to better handle the large crowds. Despite Canadian Pacific's willingness to restore the station as part of a major redevelopment of the lands, it was reluctant to give space to GO Transit on its tracks.
When the Ontario Government launched MoveOntario 2020 in the summer of 2007, a number of GO Transit proposals were incorporated as priorities, including a future line from Milton to Peterborough via Midtown Toronto.
Unlike Canadian National, which removed most of its freight onto a rail bypass between Burlington and Pickering, allowing GO Transit to make heavy use of the line, Canadian Pacific still makes extensive use of the Midtown line for its freight operations, and reasonable bypasses are unavailable. Millions have been spent upgrading the CP tracks through Etobicoke and Mississauga all the way to Milton, and the separation of the tracks in the West Toronto diamond (where GO Kitchener trains cross the CP tracks) is well underway at the time of this writing (the summer of 2013). They would largely be moving against the general flow of commuter traffic using the subway (southbound in the morning, northbound in the afternoon) and thus would be able to make use of some rare spare capacity on Toronto's subway network. As this station would be at the edge of Toronto's downtown, Metrolinx proposes that passengers can finish their journey by boarding a version of the Downtown Relief subway line. As the trains proceed east, the provide relief to overcrowded GO Lakeshore trains operating through Mississauga.
By the time Midtown trains are operational, however, they wouldn't even slow down, and would pass over the Weston Sub via bridges installed in 2013. North Toronto station has ample facilities to handle large crowds, although many of the western commuters might have been channelled away onto the subway at Spadina station. Pleasant Road on a spectacular high bridge which, in the 1990s, had space for three tracks. Leslie Station last served passengers in September 1982 when VIA (formerly CP) trains from Havelock were cut for the first time. The third bridge was built during the construction of the Don Valley Parkway and can take as many as four tracks. From here, it's at grade all the way to Agincourt, with the backs of factories facing the line. Such a line would reduce the system's reliance on Union Station, and it would improve commutes across the centre of Toronto and into northeastern Scarborough. At the time, he wondered if this could be the future site of Casa Loma station, but the building has since been demolished. In China if the government wants to build something, they can forcibly remove people from the land and do it right away without any studies. Example: Beijing's subway was funded in a joint venture between BPT and Hong Kong's MTR, and is actually run by the MTR instead of BPT. NB Pembina at Thatcher 1130 70 gives you the next couple #70's through the stop specified starting at 11:30 AM or PM, whichever comes first). Additional train-bus service is provided to Richmond Hill and Langstaff stations, also weekdays only.
Although VIA and Ontario Northland did operate along the route, making a stop just north of where the current Oriole station now sits, their trains did not stop at Richmond Hill or Langstaff.
Arguably, however, the line also suffered from neglect, as proposals to improve connections either fell through, or were late in coming. Similarly, when York Region Transit opened its Richmond Hill Centre terminal, no connection was provided with Langstaff GO station, even though both sites were adjacent to each other. The first phase of this extension was to begin in 2011, with the construction of a new 6-track layover yard near the community of Gormley, close to Highway 404, on the north side of Stouffville Road.
The only signs of civilization to be seen from the train are the Leaside Bridge, glimpses of the Don Valley Parkway, and the bridge bearing Eglinton Avenue.
Access to the station is from Leslie Street (south of the 401), or from Esther Shiner Boulevard (north of the 401). The traffic it removed from the older subdivisions provided the track space that GO Transit needed to establish and grow its commuter train operations. Recently, these delays have been eliminated on the Barrie and Stouffville lines through the construction of rail underpasses. Langstaff's platform was on the east side of the tracks, and a fence along the rail right-of-way made connections between the two facilities hazardous. The Richmond Hill GO Train, in many ways, serves primarily Richmond Hill itself, and is overshadowed by the Barrie and Stouffville GO lines which extend further north, and capture a greater swath of commuters. You may link to any page on this website, and you may quote text from this web site (citing sources), but before using any material found on this site beyond fair use, you must first obtain permission from the copyright holder.
It was opened 4th September, 2005, the same date York Region’s Viva bus rapid transit service commenced first phase operations on Yonge St. When it comes to its current functionality, considering the afforementioned, one can argue that it lies somewhere between being classified as a bare-bones bus station, and a glorified bus stop.
The Richmond Hill line, with some modifications, could offer a frequent high-speed train service to and from downtown Toronto. Attempts to restructure the railroad failed and, on March 31, 1980, Rock Island was ordered liquidated. The equipment was traded to General Motors Diesel Division to help pay for the last order of F59PHs that year. Service was extended to Cannington in November 1871 and finally to Coboconk in November 1872. Bondholders claimed that the line’s narrow gauge construction was part of the problem, preventing an exchange of freight with connecting standard gauge railroads. The Midland Railway was then acquired by the Grand Trunk Railway on January 1884, which was later absorbed by Canadian National.
Ridership from the primarily rural villages northeast of Toronto remained slight, and dropped precipitously as better roads and affordable private automobiles became a reality in the mid twentieth-century.
By the early 1960s, this same sprawl was spilling outside the boundaries of the Municipality of Metropolitan Toronto (established in 1954 to manage that sprawl) into the Township of Markham and the villages of Markham and Unionville. The CTC did more than refuse: it ordered CN to extend service to Stouffville, and carry passengers in both directions.
Unfortunately, its financial situation was just as precarious, and federal funding cuts in 1981 led to VIA Rail looking for ways to back out of operating this commuter run in favour of its long distance operations. Trains followed the line south past Kennedy subway station at the eastern end of the Bloor-Danforth subway (but making no connections there) and meeting the Kingston sub where it turned west and followed the Lakeshore GO line into Union Station.
In May 1991, GO moved Unionville station south to a new site south of Unionville’s town centre.
Stouffville train-buses began operation in the early 1990s and, on May 1, 2000, two new round trips between Markham station and Union were added.
Agincourt was also improved, starting in 2009 when a work began on an underpass on Sheppard Avenue, eliminating the level crossing.
When a third train was added, it was clear that Stouffville wouldn’t have the capacity to handle all the trains the line would soon need. A sixth round trip was added in 2013, along with one round trip between Toronto and Unionville in 2012, and an additional northbound trip to Unionville in 2013.
When Ottawa considered upgrading the line to full LRT operation, it looked like the three diesel-powered self-propelled trains might become available for sale at a reasonable price.
Just south of Eglinton, the line has a junction with the Geco Spur and passes the parking lots and bus terminal of Kennedy station on the Bloor-Danforth subway line. GO is also working on doubling the track north of Agincourt to Markham, which would enable more off-peak and even some weekend train service. This newly rebuilt station offers a station house, ticket booths and a 725 space parking lot. There is also a bus loop providing connections with GO buses to Pickering, Uxbridge and Richmond Hill, along with the final stop of VIVA’s rush hour only Pink line. Centennial is a new station opened in a residential neighbourhood in northern Markham, offering 445 parking spaces. The line crosses the Ninth Line and enters the newer subdivisions of the old village of Stouffville. Improvements have been steadily made, from doubling train service and doubling it again, experimenting with reverse-commute trips, and building a connection between the line and the eastern terminus of the Toronto subway. The photo is by Secondarywaltz and is used in accordance with its Creative Commons license. With this in mind, York Region planners devised a bus-based rapid transit network that they christened VIVA. The buses themselves would be of higher quality than the standard fare, offering more comfortable seats, climate control, and new features such as wi-fi to attract riders. Getting commuters to a core rapid-transit network was the ultimate goal, but they needed that network first.
Though the facility was right next to Langstaff GO Station, no connection was provided, initially, and a fence prevented people from crossing the tracks to the train platform. Peak service was also added to VIVA Purple, extending service west from York University along the route of VIVA Orange to Martin Grove. These stops are not operated in competition with the TTC; they can only be boarded if riders intend to travel on into York Region, and are primarily used for York Region passengers to disembark.
This information was displayed on signs at specially constructed VIVA stops, which also served as shelter, and a place to purchase VIVA tickets.


The high-backed chairs offered a superior level of comfort, and the worktables offered a place for passengers to do some work during a long ride. In December 2009, work began on a test rapidway along Enterprise Road in Markham, between Warden and Birchmount. The stretch between Bayview Avenue and Highway 404 opened for buses on August 18, 2013, four months ahead of schedule. There weren’t enough riders riding through York University to Richmond Hill to justify the service. The change in VIVA Orange service could have began months earlier, but VIVA buses could not use this roadway until insurance issues were worked out. On June 28, 2010, service began on VIVA Blue A, a special rush hour route operating from Newmarket to Finch bypassing the Richmond Hill Centre terminal and saving through riders travel time.
The Newmarket rapidway is set to open in December 2015, adding a new colour to the mix: VIVA Yellow, operating from the Newmarket terminal from Yonge Street to South Lake Hospital via the Davis Drive rapidway, and then in mixed traffic to Highway 404. The subway extension was to replace VIVA Orange service from Vaughan Centre to York University and Downsview.
In addition to the previously mentioned VIVA Yellow route, VIVA Green would be realigned to operate in mixed traffic from Don Mills station via Don Mills and Leslie Street to Major Mackenzie, and then west on Major Mackenzie, past Richmond Hill GO Station and Yonge Street to Harding.
VIVA Purple is proposed to branch in Markham, with half of the buses following the original route and rapidway via Enterprise, while the other half continues along a new rapidway on Highway 7 from Warden east, rejoining the old route at Kennedy.
Once linked with subway extensions stretching into York Region, VIVA will prove a useful network that both feeds the subway trunks, and gets people around York Region quickly, significantly lessening the area’s dependence on the automobile. West of Kipling, a Midtown train would follow the route of the GO Milton line, serving the middle and northwestern stretches of Mississauga. The cornerstone was laid on September 9, 1915 by the mayor of Toronto at the time, Tommy Church.
The Great Depression cut into Canadian Pacific's ridership and revenues, and CP and CN soon pooled most of its Toronto-Ottawa-Montreal trains, making North Toronto station redundant.
After meeting dignitaries and waving to crowds, the king and queen left Toronto via Union Station.
The clock tower stopped working (the clocks were removed between 1940 and 1950, and the clockfaces were stored) and became a pigeon roost.
In 2004, the Woodcliffe Corporation and Goldsmith Borgal & Company Ltd, Architects as well as Eastern Construction was contracted to do the work.
At the same time, it set forth plans should patronage increase to the point where these changes would not be enough. The Milton GO line was the only GO Train line to use Canadian Pacific tracks, and that was only after considerable negotiations, and the willingness of GO Transit to invest hundreds of millions of dollars on additional tracks through Mississauga.
Here, a proposal called for a Toronto-only line running from Kipling GO station via Canadian Pacific tracks to Agincourt station in Scarborough. The Government of Ontario established the regional transit agency Metrolinx to study the projects and take over operation of GO Transit. The Midtown Line would run on CP's Bellville, North Toronto and Galt Subs, three sections of CP's Montreal to Detroit mainline. However, Metrolinx has to deal with a limited budget and a number of other projects jostling for priority. Passengers disembarking at North Toronto station or Spadina station, however, would have to travel southbound on either the Spadina-University or Yonge lines in order to access jobs downtown.
Such a project would cost billions, but solve the Union Station capacity issues and generally decrease congestion throughout the downtown core.
As the train leaves Erindale, it heads past parks and houses before meeting factories and other industries as it approaches Cooksville station. The rail right-of-way would narrow, with old industrial buildings (now converted loft dwellings) crowding in from Dupont Street. North Toronto boasts two levels: the main level (where the liquor store now sits), and a smaller, upper level directly underneath the tracks. Then, the line passes very near the neighbourhood of Governor's Bridge, just northeast of Rosedale. Not only is Leaside a stop for the Midtown GO Train, it's also where a connection is provided to Union station via the former Don Branch. While other projects jostle for priority over the next twenty years, who is to say what may be possible. A Midtown GO Train would at least start from this point, providing a connection with the Toronto subway at Kipling station.
Although the area around the tracks is heavily industrial, a large residential neighbourhood lies close to the northwest. Second phase will be the western section Jane to Renforth and the Airport, and the Eastern section, Leslie to Kennedy and Scarborugh Town Centre. In Canada, people can own property and have a right to have a say on how land on and adjacent to it is used. Someone told me to just take the GO route 34 bus to York Mills, then the subway from there, or is there a better way?
The line was the first GO Train service to serve the developing communities north of Metropolitan Toronto, though not the first commuting train operating north of the city.
Also, unlike the Georgetown line then in service at the time -- and every line opened since -- the trains on the Richmond Hill line were stored at Willowbrook instead of at the suburban terminus, requiring deadhead runs early in the morning and late in the evening. However, a TTC strike in April 1999 made GO rearrange its schedules to provide four inbound departures using a reduced number of trainsets. Eventually, a pedestrian bridge (featuring two accessible elevators) was built to take passengers over the tracks from one transit hub to the other. This development would have included a station with parking for 850 cars to be open in the fall of 2013.
After moving past the branch for CP's Belleville sub, the train continues to operate in the space between the Bayview Avenue extension and the Don River. No such underpass has been built for the Bala sub, and one is not expected to be built in the foreseeable future.
The area has also undergone redevelopment, with big box stores going up on both sides of the tracks. It would take a couple of years before a bridge was built, allowing a lengthy walking connection between Langstaff GO station and its parking lot with York Region's buses in the terminal. Metrolinx also proposes building an underpass, eliminating the rail-to-rail diamond crossing between the Richmond Hill GO Trains on the Bala sub, with the many freight trains plying CN's York sub.
And there are possible long term plans to build some sort of interurban transit line alongside Highway 407. In 1982, a recession crippled the North American economy, and governments were cutting back due to the pinch of deficits. With Rock Island no longer around to use these locomotives, the equipment languished at the shops until GO Transit came calling.
With GO building a network serving specifically the commuters of the Greater Toronto Area, VIA’s Stouffville and Barrie lines seemed more natural as GO services. This replaced a station located on Main Street that had been built by the Toronto & Nipissing Railway in 1868. This was followed, on April 30, 2004, with a reverse-commute train running northbound from Union to Markham in the morning and southbound from Markham to Union in the afternoon. These two stations made the line convenient to more people in the burgeoning City of Markham. In addition, GO has responded to passenger crowding by making the last three morning and first four afternoon runs twelve-car trains. Instead of operating GO Trains around the activities of CN freights, CN freights now have to operate at times when GO trains aren’t in motion.
GO expressed an interest in purchasing the vehicles, but Ottawa’s LRT plans changed, meaning that the O-Trains had to stay in Ottawa.
The Scarborough RT digs underground north of Ellesmere and vanishes, ducking under the Uxbridge sub to turn east towards the Scarborough Town Centre. The possibility exists of a connection with a second Agincourt GO station on Canadian Pacific’s Belleville sub, should GO service ever operate on the line either from North Toronto station, or out to Peterborough. The trains cross Steeles Avenue at a level crossing, pass the site of the original Milliken station (all traces of which have gone) and continues north. Less than ten minutes to the east likes Markham station, one of only eight original Toronto & Nipissing Railway stations to have survived as a passenger station (GO uses the platform, and not the station itself. Stouffville station is located close to downtown Stouffville, which gives Stouffville residents easy access to their train, but limits parking. Finally, this network would be launched with an aggressive marketing campaign, of which the VIVA brand featured heavily.
VIVA Purple provided the east-west spine, running from York University via Keele, Highway 7, Centre Street, Bathurst Street and Highway 7 to Town Centre Boulevard in Markham.
In the west, Vaughan residents saw the launch of VIVA Orange, running from Martin Grove and Highway 7 to Downsview subway station via York University. Free transfers are also not provided between VIVA and the TTC at Downsview, Finch or Don Mills stations.
The network operated on a Proof-of-Payment system, allowing passengers to board buses at both the front and rear doors, without stopping to pay the driver, improving loading times. More than just painted lines on asphalt, rapidways on Highway 7, or on Yonge Street through Richmond Hill, Aurora and Newmarket, would operate in the centre of streets, with curbs to keep cars and trucks out. The bus-only roadway opened to buses on March 6, 2011 and included a single station at Warden Avenue.
Yonge Street south of Highway 7 was not granted a rapidway, as York Region and Metrolinx approved a plan to extend the Yonge subway north from Finch station to Richmond Hill Centre, although as the years went on, the initially mooted opening date of 2021 looked increasingly ambitious. This was followed by the elimination of evening and weekend service on Highway 7 between Pine Valley and Martin Grove.
VIVA also found it a challenge to operate such a long route through the congested Highway 7 corridor.
This route change eliminated the Keele-Finch VIVAstation and added two more: Murray Ross and Dufferin-Finch. Passengers had been lobbying for this route since GO Transit cancelled Yonge Street express service between Newmarket and Finch subway station. Concurrent with this, VIVA Purple service was to be cut back to Richmond Hill Centre, with VIVA Orange extended east along Highway 7 and Centre Street, past Promenade Mall, before branching, with one branch operating via Bathurst and Highway 7 to Richmond Hill Centre, and another via Clark and Yonge to Finch subway station. East of Scarborough, the Midtown train could bring commuter rail service to the planned community of Seaton in northern Pickering, and even to the city of Peterborough. The whole building was finely ornamented, made from beige Tyndall limestone from Manitoba, and beige, brown and green marble throughout the interior.
During World War II, troop trains brought returning soldiers through North Toronto station, and these would prove to be the station's last passengers. Engineers examining the tower in the late late 1980s had to wear bio-hazard suits and breathing aparatus, and described layers of pigeon poop several inches thick. Unlike Canadian National, which relocated its freight traffic off of GO's Lakeshore route by use of a new bypass built north of the city in the 1960s, Canadian Pacific uses the midtown Toronto as its main freight line between Ottawa, Montreal, London and Windsor. The only intermediate stops would be at Spadina Road (where a connection would be made with the subway at Dupont station), at North Toronto station (where a connection would be made with the subway at Summerhill station), and in Leaside. GO Transit would need to build new tracks and improved signalling should it want to bring trains to North Toronto station. It has been noted that only a limited number of trains could be routed to North Toronto station, and these may not help reduce congestion at Union station as much as simply move it elsewhere. With Metrolinx dealing with a limited budget, the North Toronto proposal has to compete against the downtown relief line proposal, and the downtown relief line may have an edge. Beyond Cooksville, the scenery becomes decidedly industrial, with many of the warehouses and factories using CP for their shipping needs. Further east, near Dufferin, a pair of tracks push out from the main line, allowing trains to lay over. A tunnel leading to a secondary exit at the south side of the TTC's Summerhill station provides access ot the subway.
This is one of the older parts of Toronto, with many of the houses here dating back to the late 1800's. In 2012, GO bought this stretch of track running from the Kingston Sub by Cherry Street Yard, along the Bayview Avenue extension and thorugh the Don Valley to Leaside. Passengers here would transfer to trains heading to Markham and Stouffville, or possibly board LRT vehicles operating on Sheppard Avenue East.
It may not be long before passengers return to the historic and iconic North Toronto station. If the government wants to do something, it needs permission from the people to do it and must undertake numerous studies.
The only difference is our government doesn't bully people into giving up their land, but for subway construction using tunnel boring techniques, it's not a huge issue. Ridership numbers prove that they love grade-separated rapid transit, so why not make that a priority? Discovering that they could provide four daily trips at reduced cost, GO Transit decided to make this restored fourth train permanent on April 26, 1999. The line passes beneath bridges bearing Queen, Dundas and Gerrard streets, and then a pedestrian bridge at Riverdale Park before passing beneath the Prince Edward Viaduct. There is also a parking lot available with 437 spaces, located in the Hydro right-of-way north of Finch Avenue. Negotiations to transfer responsibility were successful and, on September 7, 1982, green and white GO trains began to operate on the new Stouffville and Bradford (a cut-down version of VIA’s Toronto-Barrie train) corridors.
Although it was a treasure, the historic nature of the building, and its immediate surroundings meant it was impossible to expand. This happened in the fall of 2012, and all platforms were extended to accommodate the extra length by December of that year. GO can also move to double track the line and schedule additional trains whenever it pleases, and whenever funding becomes available. There is no dedicated GO parking at this station, although commuters can pay for parking at the TTC’s nearby lots.
The GO Train continues north, passing beneath beneath Highway 401 and Canadian Pacific’s Belleville sub, to reach, the line reaches Sheppard Avenue for its first stop, Agincourt station. Past 14th Avenue, two tracks descend into a concrete trench to cross beneath Canadian National’s York Sub. This is one reason why, since 2008, trains have continued north and northeast, reentering farmers fields for another three kilometres before terminating in the middle of nowhere, albeit with space for 150 cars now, and many more in the future.
The York-Durham Heritage Railway offers tourist train and dinner train service on Sundays between Stouffville and Uxbridge. On February 12, 2015, Metrolinx announced the awards of a construction tender to build a second track from just north of Agincourt GO station to Kennedy Road north of Milliken station.
Each line was colour coded and presented to the public as a rapid transit line akin to a subway or an LRT, even though initially buses would operate in mixed traffic.
In the case of Finch, VIVA Blue and VIVA Pink buses operate out of the Finch regional terminal located immediately north of the TTC Finch station bus terminal, outside the TTC’s fare paid zone.
LRT-style stations with 27-metre-long sheltered platforms in the middle of the road would leave no doubt as to the bus network’s prominence. The remainder of the Highway 7 East rapidway from Enterprise to Kennedy is expected to start construction in 2016 and see buses by 2020; this part of the project is late in coming because it is dependent on work going on for the new Downtown Markham.
At the same time, the City of Brampton had launched its Zum bus rapid transit service, operating into York University along Highway 7 and following the VIVA Orange route to York University. As of this writing (August 2015), York Region has not yet announced how it will compensate for the delay to the Spadina subway extension. A new VIVA Silver line would launch with the opening of the Spadina subway at Vaughan operating from Vaughan Centre station via north on Jane and east on Major Mackenzie, past Yonge, to terminate at Richmond Hill GO Station. Lyall & Sons Construction company and, less than a year later, the station was officially opened for passenger service on June 14, 1916 (though passenger trains had been stopping at the station as early as June 4). Space in the northern portion of the terminal building was given over to Brewers' Retail in 1931. Freights are frequent, and the line through midtown Toronto is constricted with properties closely abutting the tracks.
Canadian Pacific's reluctance to accept such a proposal, as well as the presence of higher priority projects meant that nothing came of the proposal.
Even with the major renovations taking place between 2010 and 2015, the station will reach its design capacity by 2031.
Dixie Station would be next, oft mentioned as a possible terminus for an extended Bloor-Danforth subway, but with very few trip generators located nearby.
To the north of the mainline is CP's original maintenance facility for the Toronto area, called Lambton Yard. The tracks had been abandoned by Canadian Pacific beforehand, but GO saw the need to protect a possible future transit corridor. Connections can be made here with the Eglinton LRT a block south, and the station serves the commercial and residential neighbourhoods nearby. Beyond Agincourt, the line continues northeast towards Malvern before finally stopping at Markham Road.
They're still building 3 times as much track per capita as we are, and in less time; if we were to compete on the same level, we would need about 150 kilometres of new grade-separated track planned for this city by 2026. Instead, construction of the station itself was announced in November 2014, with a new opening date before the end of 2016. Soon, on the left side of the train, after passing Pottery Road, passengers can see the Evergreen Brickworks. Long term plans call for two more stations northeast of Bloomington: one at Vandorf Road at Woodbine Avenue and another at Aurora Road.
Metrolinx plans to double-track the remaining 17 kilometres of the Uxbridge sub, with construction to start in 2016. At Downsview and Don Mills, VIVA Orange and VIVA Green passengers board buses within the TTC bus terminals, but pay York Region Transit fares before getting on. Each station was to include a 9-metre long enclosed, heating waiting area, be wheelchair accessible, and offer automatic ticket machines and displays highlighting when the next buses were to arrive. Learning from Warden station, VIVA made design changes to stations planned on the other rapidways. This service was interlined with VIVA Orange, with transfers between Zum and York Region Transit connections allowed, effectively doubling frequencies west of York University. The LCBO store was renovated and expanded (with a rubberized floor made from discarded automobile tires to decrease potentially bottle-breaking vibrations from passing freight trains), and other shops added to serve a new condominium development built to the south of the station. By that time, routing GO Trains out of Union station to satellite commuter stations around the downtown, will become a priority.
On the south side of the corridor, "The Annex", a small yard used by CP for holding container trains before they enter the Obico Yard, signals the entry into Toronto.
It has shrunk quite a bit since its inception, but it still remains important to the day-to-day operations of CP in Toronto. By the 1990s, this had largely been reduced to just two, although all of the bridges as far east as Leaside had room left for at least one additional track with no modifications necessary.
Here, a yard opens up on the north of the corridor, and Belleville Sub arrives from Union Station on the south. A possible station also exists where the line crosses Lawrence Avenue, as that is in the middle of a major industrial area and many possible trip generators. It's likely a number of Midtown GO Trains would short turn here, while a handful of others would continue east, past the vistas of CP's huge North Toronto Yard, and beyond to the communities of Seaton, northern Durham Region, and even as far as the city of Peterborough. In addition to this construction, Richmond Hill station would be expanded, with its platforms lengthened over the bridge over Major Mackenzie to allow the use of 12 car trains. By buying these used locomotives, GO saved thousands of dollars that would have been required to purchase new equipment.
These buses require passengers to disembark outside of the TTC fare areas at these stations.
The platforms themselves were to be level with the floor of the arriving buses, enhancing accessibility. The platform remained off limits to the public, however, since no passenger trains were around to be served. Soon after passing underneath Highway 427, Obico passes to the south, and the train pulls into Kipling. There is also a yard here where many through freights layover, and where many local freights originate. This yard, known as Leaside, was built by the Canadian Northern railway and once anchored a large maintenance facility, and indeed the whole town of Leaside.
Here, connections already exist with the Bloor-Danforth subway, and hundreds of parking spaces to the north and the south of the station complex. Past Bathurst, the trains slow down as they approach Casa Loma station, a new station built on the Midtown line offering a walking transfer to the subway at Dupont, as well as easy access to iconic Casa Loma, George Brown College, and the Annex neighbourhood.
The new layover yard, once it opens, will allow GO Transit to stop deadheading trains from Richmond Hill to Willowbrook at the end of the service day, improving reliability on the line, and allowing for further expansion.
CN abandoned the short spur that connects this yard to the Bala Sub, south of York Mills, and hasn't used Leaside for years.
As a result, this yard, currently unoccupied save for one or two tracks, makes an ideal site for a GO yard, which could possibly house twelve ten-car trains.



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  • mikrob, 16.03.2014 at 23:38:26
    Watching goodness-knows-what on Netflix and the.
  • SADE_QIZ, 16.03.2014 at 15:40:32
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  • RESUL_SAHVAR, 16.03.2014 at 23:39:35
    Set up after a year around and function locomotives and passenger cars.
  • FREEBOY, 16.03.2014 at 21:24:55
    Want the Z Scale train to operate behind than.